Internal combustion engine



Jan. M, 1.11 D. GREG@ INTERNAL COMBUSTION ENGINE Filed Marh 6, 1931 2 Sheets-Sheet 1 INVENTQR mezz/zd rayo ATTRN www Jam. 14, l936. D. GREGG INTERNAL coMBUsTloN ENGINE 2 Sheets-Sheet 2 Filed March 6,` 1931 m? ww ww ma, n w W wh @,wvm,

mi E R m my w Patented Jan. 14, 1936 UNITED STATES PATENT OFFICE INTERNAL COMBUSTION ENGINE poration of New Jersey Application March 6, 1931, Serial No. 520,650

4 Claims.

This invention relates to internal combustion engines and particularly to means for controlling the operation of the accessory mechanisms associated with engines such as those used in aero 5 nautical and other automotive devices.

- An object of the invention is to provide novel means for controlling the pressure of the combustible charge passing into the cylinders of an internal combustion engine.

Another object of the invention is to provide a novel supercharger driving mechanism by which the volume of air compressed and fed to the engine may be p-roperly regulated.

Another object is to provide in a device of the foregoing character novel means for actuating the supercharger at different sp-eeds to compensate for changes in the speed oi the engine, or for changes in atmospheric pressure.

A further object of the invention is toprovide novel mounting and driving means for a multispeed supercharger employing a plurality of impeller units capable oi joint operation and control.

A further object of the invention is to provide novel means for multiplying the speed of a supercharger when the craft associated therewith passes into regions of rareiied air, such as are encountered by airplanes at high altitudes.

Another object of the invention is to provide novel supercharger driving means involving the use of a plurality of sets of gearing constantly in driving engagement with a common drive shaft, each of said sets of gearing being provided with a clutch mechanism and means for rendering one of said clutch mechanisms ineffective as a driving agency upon the shifting of the companlon clutch mechanism into driving relation to said common drive shaft.

A further object of the invention is to provide novel companion clutch mechanisms oi the foregoing character, one of which is permanently positioned with respect to the remainder of the driving mechanism, and the other oi' which is movable at Will-into and out of driving relation to the driven members of the mechanism.

Still another object of the invention is to provide in a supercharger driving mechanism of the foregoing character, a novel set of companion clutch mechanisms, one of which constitutes a one-way driving connection which is adapted to be overrun upon movement of the companion clutch mechanism into driving position.

Another object of the invention is to provide in a mechanism involving such a combination of clutch mechanisms, a manually shiftable clutch (Cl. 12S- 195) of novel construction in which the effectiveness of the driving relation between the driving and driven members depends upon the speed of rotation of said members.

Another object of the invention is to provide 5 in a driving mechanism capable of general application, novel means for obtaining different speeds and driving ratios at will, or in accordance with a predetermined plan of operation.

A further object of the invention is to provide in combination with an internal combustion en-r gine having associated therewith a supercharger, a current generator, and ignition controlling unit, and other accessories, novel unitary driving means for all or any desired combination of such engine accessories.

A further object of the invention is to provide novel driving mechanism for engine accessories of the foregoing character so constructed and positioned as to form a compact symmetrical and concentric assembly of practical, efficient and compact construction and of relatively light Weight and simplicity of manufacture, and in which the component parts are easily installed and readily accessible for inspection, repair or removal.

These and other objects of the invention will become apparent upon inspection of the following specication and the accompanying drawings, wherein is illustrated the preferred embodiment of the invention. It is to be expressly understood, however, that the drawings are intended merely to serve as an illustration of one mode of embodying the invention in a practical form and are not designed as a deiinition of the limits of the invention, reference being had for this purpose to the appended claims.

In the drawings,

Fig. 1 is a central vertical section of a device embodying the invention;

Fig. 2 is an elevation view taken at right angles to the View point of Fig. 1 with certain oi the parts shown in vertical section along the line 2-2 of Fig. l;

Fig. 3 is an enlarged sectional view of the centrifugal clutch mechanism;

Fig. 4 is a transverse sectional View along the line 4-4 of Fig. 1.

Referring to the drawings, and particularly to Fig. l, the invention is shown embodied in a supercharger assembly to which air may be admitted through a suitable entrance duct l provided with suitable means 2 for attachment to and communication with the carburetor or other device through which the air passes prior to entry into the chamber 3, the latter constituting the entrance chamber of the supercharger, the exit chamber being indicated at 4 wherein it is shown as taking the form of a forwardly extending cylindrical chamber having communication With an intake manifold 5 from which emanate the radially disposed ducts 6 leading to the combustion chambers of the engine, the crank case of which is indicated at 1.

. The supercharger proper may be of any desired construction, but as illustrated herewith, is preferably of the type employing a centrifugal irnpeller in combination with a plurality of propeller blades disposed in series relation in advance of the centrifugal impeller and at the exit of the chamber 3, which chamber receives the combustible charge for the engine from. the carburetor and/ or other conditioning apparatus (not shown) which may or may not include temperature controlling means. As shown, the chamber 3 is provided with an inwardly extending boss I0 having a central opening therein through which passes the end of a hollow shaft or sleeve II, the latter being provided with a threaded portion I2 engaging with a correspondingly threaded surface provided on a cylindrical nut or collar I3 through which passes a screw I4 or other suitable means for maintaining in place a plurality of propeller blades I5, constituting a velocity producing element of the supercharger. These propellers I5 are preferably disposed in staggered radial relation and each comprises a blade that is preferably of airfoil section and of selected pitch whereby large quantities of fluid may be delivered to chamber 4.

Suitable means are provided for imparting a nal acceleration and velocity increment to the fluid, and at the same time (where the invention is applied to an internal combustion engine) causing diffusion thereof, so that the mixture upon entering the intake manifold of the engine will possess maximum combustion qualities. To this end a centrifugal impeller I6 is located preferably directly adjacent the last propeller I 5, and is provided with blades so shaped and disposed that the impinging fluid stream will be moved radially outward into the diffusing chamber 4 at a. considerably accelerated velocity, and at a pressure greater than that attained during passage through the first inipeller element I5.

From the foregoing, it will be evident that on actuation of the supercharger assembly in response to rotation of shaft II by the novel driving means to be described, the combustible mixture to be supplied to the engine is drawn from the carburetor and/or other preliminary devices into the chamber 3 at a high rate of speed induced by the suction created by the rotation of propellers I5. In consequence of this action, the mixture is delivered against impeller I6 with not only increased velocity, but also at considerable increase in pressure. Further increases in velocity and pressure occur as the mixture passes the impeller I6, by virtue of the construction of the blades thereof, as above explained.

Having described the supercharger properwhich constitutes part of the present invention only in so far as it is combined and operatively associated with the novel driving means therefor-such novel driving means will now be described. As above stated, the driving means preferably comprises a plurality of independently effective clutch mechanisms, each incorporated in a speed multiplying mechanism, each of which speed multiplying mechanisms is preferably held in permanently meshed relation to a member drivably connected to the engine crankshaft, shown at 25. As illustrated in Fig. 1, the driving connection from the crankshaft 25 preferably takes the form of a gear 26 secured thereto by suitable means as indicated at 21, the gear being provided with teeth adapted to drivably engage similar teeth or splines 28 formed on a circular flange 29 provided on a gear 3U, the latter meshing with gear 3l on the one hand and pinion 32 on the other. As shown, gear 3| is provided with an elongated hub 33 constituting a hollow shaft rotatably supported in a transversely disposed dividing wall 34 of the casing 39 by the provision of suitable bearing members 35 and 36, the opposite end of the shaft being similarly supported in a bearing 3l formed by the inwardly extending hub or boss 38 constituting an integral part of the casing 39.

The means for establishing a one-way driving connection between the hollow shaft 33 and the sleeve II comprises the provision of a one-way wedging clutch mechanism'consisting of a plurality of pins or rollers 40 and 4I disposed in suitable recesses (Fig. 3) provided about the circumferential surface of sleeve 42 on either side of a bearing 43, the said rollers being adapted to move into wedging relation to the hub 44 of a gear 45 in response to rotation of the hollow shaft 33 in one direction. When gear 45 is rotated at a speed in excess of that of shaft 33, in a manner to be described, the said rollers 40 and 4I are adapted to rotate freely, thereby permitting relative rotation of shaft 33 and gear 45. The gear 45, as shown, meshes with the pinion 46 secured rigidly to the sleeve II.

From the foregoing it is evident that 1n the absence of any force tending to drive the gear 45 through other means, the rotation of shaft 33 Vproduced by virtue of its geared connection with the engine crankshaft 25 will be effective through the clutch 44 and gears 45 and 46, to rotate sleeve II, and hence the supercharger assembly, to produce the necessary compression of the combustible mixture passing to the engine cylinders; and it is contemplated that the drive for the supercharger will be as just described, as long as the craft is travelling in relatively normal atmospheres, such as those encountered at relatively low altitudes. craft attains a relatively high altitude, the novel means now to be described are adapted to become effective to drive the supercharger at considerably higher speed, thereby obtaining an increased compressing action to compensate for the decrease in atmospheric pressure at such high altitude.

When such high altitude is reached, it is desirable to provide means whereby the operator may render the means last referred to effective to drive the supercharge at an increased speed. The preferred means for effecting this result comprises, as shown, a yielding clutch mechanism consisting of a circular disc 50 (Figs. 1 and 4) rigidly fixed to or forming an integral part of shaft 5I, the disc being disposed at substantially right angles to the axis of the shaft. The latter is rotatably supported near its outer end in bearing 6I mounted in a re'cessed hub 53 formed in the casing 34, and is provided with a splined portion 54 for rotation with the pinion 32. The shaft 5I extends through a hub 56 of a member 5l having a gear 6I] rigidly fixed to the outer face thereof by suitable means such as bolts 6I, the inner end of hub 56 being rotatably supported in When, however, the

2,027,819 bearing. 58 mounted a suitable bracket secured on Wall 34 by through bo-lts 59, and retained in its proper position by means of a cylindrical retaining. sleeve 58. The latter is provided with an extension in which is mounted a bearing 52 for the shaft 5I.

The outer periphery of the gear 6U is provided with an inwardly extending annular flange spaced apart from, and forming a recess adjacent, the outer face of a disc member 63. The inner face of the disc 63 is provided with an annular frictional element 64 secured thereto, a second annular disc 65 beingprovided on the opposite side of disc 50. The opposed faces of the frictional elements 64Vand 65 are thus adapted to frictionally engage a portion of the disc 5l! adjacent itsy periphery and to permit relative rotation therebetween so long as the clutch is in open position.

The frictional engagement of the clutch ele-- ments is obtained by means of pivoted bell crank levers 68, the outer arms of which are enlarged to form centrifugal Weights. Levers 68 are pivotally mounted on suitably journaled axles 69 carried by member 60. ing levers for engagement with longitudinally movable pins l0, the inner ends of said pins having engagement with disc 63, spring means 'II being provided, preferably to constantly urge the levers into Contact position With a predetermined pressure. Likewise, the clutch faces may, if desired, be so designed as to constantly exert a small amount of frictional pressure, one against the other, even When the Weighted levers are in non-driving position.

Any suitable number of weighted levers are employed to distribute the pressure uniformly about the clutch discs. 'I'he levers may be moved about their pivots by moving thrustbearing 'I3 outwardly into engagement with the inner arms of the bell crank levers. Any convenient manual or power means may be employed for actuating a sleeve member 'I4 to move thebearing 'I3 into or out of contact With the levers. As shown, such means includes a pin and slot connection 'I5 between sleeve 14 and a leverlt having a hub for reception of a suitable operating shaft (not shown).

During normalv operation, as above explained, the supercharger is driven through the Wedging clutch mechanism 44, which therefore constitutes a constantly operable means for supplying compressed fuel tothe engine cylinders in the manner and Way of the path above traced. Dur- Cil ' ing such operation the yielding clutch mechathe supercharger is no longer eii'ective to maintain the desired pressure in the intake manifold of the engine, member 'i6 may be actuated to move bearing 'i3 out of engagement with the inner arms of levers tit to thereby permit free action of the centrifugal Weights 4to engage the clutch and form a positive driving connection from the gear 35 to the supercharger sleeve II by Way of the pinion 32, hollow shaft 5I, clutch $3, and gear 60, the latter being enmeshed With the teeth formed on the enlarged portion of the sleeve II as indicated at "I9,

Upon establishment of the driving connection just described, the driving ratio of which is considerably greater than that of the mechanism associated with the wedging clutch 44, the speed of rotation of the supercharger units is cor- Means are provided on the rock-V respondingly increased with a resultant rise in the pressure available in the engine cylinders. When this action occurs, the gear 45, which remains enmeshed With the gear 46 the speed of which has been increased by virtue of its rigid connection with sleeve II, tends to become the driving member with respect'to the shaft-33 With the resul-t that the gear 45 overruns said shaft by virtue of the overrunning connection constituted by the clutch 44 as above described. The shaft 334 therefore becomes ineective as a supercharger driving agency although continuing to rotate by virtue of its permanent meshing engagement with the gear 30. Hence, upon release of the clutch 50, the shaft 33 again becomes effective to drive the supercharger at a normal speed.

Asl above stated, a further object of the invention is to provide unitary driving means for the various engine accessories used in addition to the supercharger and to so dispose and position such accessories and driving means as to form a compact symmetrical and concentric assembly affording easy access to each of the units. As shown, such novel means preferably includes the provision of a second driving shaft IBD preferably constituting an elongated extension of the hub IDIv of gear SEI and extending through the sleeve IIy in coaxial relation thereto, the outer end of the shaft being rotatably supported, with the assistance of bearings Il, in a recessed portion formed in the previously described hub Il of the supercharger casing. At its outer end there is preferably provided a bevel gear |05 drivably secured to the shaft by suitable key or splines as indicated at IQG, the gear M35 being adapted to mesh with suitable bevel gears I, Ill!) and III) (Fig, 2), the latter gears being suitably secured in driving relation with the shafts H I, H2 and H3 respectively, the latter two constituting driving means for magnetos I I4 and I I5 respectively, and the former constituting a crankshaft through which the engine crankshaft 25 is initially turned over to start the engine by application thereto of the starting torque generated in the starting unit II-.

The starting unit just referred to, Which may beof any suitable construction, is preferably secured to a ange Ii'l formed on the hub II8, extending radially from the centrally disposed casing, each of the units IIll and H5 being similarly secured on hubs |29 and IRI respectively, each of which also radiates from the central casing Ill. As shown, the hubs IES, I2@ and 92| are so disposed that their axes constitute equally spaced radial lines located in a plane at right anglesV to the axis of the driving shaft ltd. Such arrangement not only provides for symmetry and eiiciency of operation, but also economizes in the space required for installation of the engine as a whole.

The novel unitary mounting and driving means further comprises, in thev preferred embodiment as illustrated, the provision of a second bevel gear ISD formed on the sleeve itl splined to the drive shaft IfI I, the gear IZEB being adapted to mesh with bevel gears IE5 and It secured to shafts IST and |33 respectively, the former constituting vthe driving means for generator I39 and the latter the driving means for the engine pumpl I4il. As shown, each of the units I39 and I4!) is detachably connected to the assembly by the provision of suitable means adapted to fasten to the oppositely disposed casings |43 and IM which extend radially outward from the casing I I8. The drive shaft |31 is in turn preferably provided with a second bevel gear |48 adapted to drive the bevel gear 149 secured to a shaft l 5&1 operating a geared pumping mechanism enclosed in a casing l5! constituting an integral part of casing lli.

From the foregoing, it will be apparent that the invention above described provides novel means for driving an engine supercharger at different speeds which may be employed alternately under the control of and at the will of lthe operator and that there is further provided novel unitary mounting and driving means for such a supercharger, as well as for the other engine accessories commonly employed in association with internal combustion engines, which novel mounting and driving mechanism is so constructed and positioned as to form a compact symmetrical and concentric assembly of practical, efficient and compact construction and of relatively light Weight and simplicity of manufacture, and in which the conforming parts are easily installed and readily accessible for inspection, repair or removal.

It is to be understood that the invention may be applied to other uses, and that changes may be made in the embodiment of the invention to suit different requirements or for other reasons. Thus, the invention is not confined to the use of any particular supercharger units or to any particular relative arrangement between the location of the supercharger and the other devices through which the combustible charge or combustion supporting air passes. Likewise, it is to be understood that the novel supercharger driving mechanism, herein disclosed, may be used independently of the novel accessory driving and mounting means and conversely, the latter features may be employed independently of the former. It is preferable, however, to utilize both features in the single unitary construction herein disclosed, as such construction is known to be of considerable practical merit and possesses many advantages in addition to those especially recited herein.

Likewise other changes, modifications, substitutions, additions and omissions may be made in the construction, arrangement, manner of operation, and application of the parts, without departing from the limits or scope of the invention as defined in the appended claims.

What is claimed is:

1. In combination with an internal combustion engine having a crankcase and a crankshaft, a unitary supporting member detachably secured thereto comprising housing constituting an extension of said crankcase, a shaft having a slidable driving connection with the crankshaft rotatably mounted in said housing, a plurality of engine accessories supported on said housing, a gear on said shaft, driving gears for said accessories meshed with and spaced about the periphery of said shaft gear, a sleeve rotatably mounted on the shaft, a supercharger on the sleeve and driven thereby, a gear train connecting the sleeve with the shaft, said sleeve and gear train being positioned between the accessories and the engine, and said housing, said supercharger, said sleeve, said geartrain and accessories being detachable as a unit from said crankcase.

2. In combination with an internal combustion engine having a crankcase and a crankshaft, a unitary supporting member detachably secured thereto comprising a housing constituting an extension of said crankcase, a shaft having a slidable driving connection with the crankshaft rotatably mounted in said housing, a supercharger, driving means therefor including a sleeve rotatably mounted on the shaft, gear means connecting the sleeve With the shaft for driving the sleeve at a greater speed than the shaft, a plurality of engine accessories supported on said housing, a bevel gear mounted on said shaft at a point beyond the sleeve, .a bevel gear for each accessory mating with the shaft bevel gear, said gears having their axes extending radially of said shaft, and said housing, said supercharger and driving means, said accessories and driving shaft being detachable from the crankcase as a unit.

3. In combination with an internal combustion engine having a crankcase and a crankshaft having a toothed end portion, a housing secured to the crankcase, a driven shaft in the housing, a gear on the shaft having a toothed socket engaging the toothed portion of the crankshaft, a countershaft in the housing having a gear meshed with the driven shaft gear, a sleeve rotatably mounted on the driven shaft, a supercharger secured to the sleeve, gear means connecting the countershaft with the sleeve, said driven shaft extending through the housing and having a bevel gear secured to the end of the shaft, a plurality of engine accessories mounted on the housing, radial shafts for said accessories having bevel gears meshed with said driven shaft bevel gear, and said housing, said shaft and all parts driven thereby being removable as a unit from said crankcase.

4. Incombination with an internal combustion engine having a crankcase and a crankshaft projecting through the end thereof, a unitary supporting'member detachably secured to the crankcase/comprising a housing constituting an extension of said crankcases a driven shaft rotatably mounted in said housing having a slidable driving connection with the crankshaft, an engine accessory in said housing concentric with said shaft and rotatable relatively thereto, driving means in said housing for said accessory comprising a sleeve enclosing the driven shaft, said sleeve having a getred connection with the driven shaft whereby the sleeve is rotated at a speed different from that of the driven shaft, a plurality of other .accessories supported by the housing, driving shafts for the said other accessories having geared connections'with the driven shaft at a point beyond the sleeve, said driving shafts extending radially from said driven shaft, and said housing, said driven shaft andall of said accessories being detachable as a unit from said crankcase. l

DAVID GREGG. 

